John g



J. G. WILLET.

GARBURETING APPARATUS.

APPLICATION man 1AN.24, 1911.

1,333,050. Patented Mar. 9,1920.

ELL-7l.

l :s n e JOHN Gr. WILLET, OF BUFFALO, NEW YORK.

CARBURETITG- APPARATUS.

Specification of Letters Patent.

Patented Mar. 9, 192,0.

Application filed January 24, 1.917. Serial No. 144,267.

To all whom t may concern.' y

Be it known that I, JOHN G. WILLET, a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented new and useful Improvements in (larbureting Apparatus, of which the following is a specification.

This invention relates to a carbureting apparatus designed for use in connection with internal combustion engines, but more particularly for use in connection with the motors of automobiles. lt is especially desir'- able for the heavier liquid fuels, such as kerosene, but is not limited to that use.

In engines of this type, the pressure in .the working ends or compression chambers of the cylinders varies with the load, being greater as the load increases and less as it diminishes.

The object of my invention is the provision of a reliable carbureting apparatus which utilizes this variable air pressure to automatically govern the quality or richness of the explosive mixture, in order to adapt it to the varying engine loads and thus obtain `practically perfect combustion and prevent waste of fuel.

In the accompanying drawings: Figure 1 is a diagrammatic view of the apparatus with the engine shown in top plan and the carbureter and other parts in elevation. Fig. 2 is an enlarged vertical section of the carbureter. Fig. 3 is a horizontal section on line 3-3, Fig. 2. Fig. 4: is a vertical longitudinal section of the pressure regulator. Fig. 5 is a transverse section thereof on line 5 5, Fig. 4. y

Similar characters of reference indicate corresponding parts throughout the several views.

The carbureter shown by way of example in the drawings, is provided with two float chambers 1 and 2, the former for gasolene used principally in starting and the latter for kerosene or other low grade fuel, used at other times. l

3 indicates the main chamber of the carbureter provided with the usual air inlet or intake a and with the mixing or Venturi tube 5. Arranged in the bottom of the chamber 3 is a sump or fuel well 6 to which leads a supply passage 7 having branches 8 and 9 connected with the float chambers 1 and 2, respectively. The customary controlling valve 10 is arranged at the junction of these passages for delivering either gasolene or kerosene to the well or shutting the same oli' from both chambers.

Projecting centrally from the well 6 is a fuel nozzle 11 which is connected with the upper end of an upright fuel passage 12 supplied from the well by the passage 7. 1i"Vithin this nozzle is an ordinary needle valve 13 having a screw threaded stem 14 or other suitable means for adjusting it.

15 indicates an air or atomizing nozzle surrounding the fuel nozzle 11 and secured in the bottom of the well 6.A These nozzles are separated by an intervening space or passage 16 to which air under pressure is vsupplied for the purpose of drawing the kerosene or other fuel through the nozzle 11 and spraying or atomizing it. This is accomplished, preferably by the following mechanism:

17 indicates an internal combustion engine of the four-cycle type and 18 an air pump of any ordinary construction which is suitably driven fromv the crank shaft of the engine. This pump may be of the piston or plunger type and delivers the cornpressed air into a suitable air chamber or reservoir 19. TheY discharge pipe 20 of this chamber leads to a valve chamber 21 formed in a suitable casing 22 and having a discharge passage 23 which is connected with the atomizer passage 16 by a pipe or conduit 24 and a passage 25. This valve chamber is provided at its discharge end withy a seat 26 to which isapplied a regulating valve 27, the stem of which passes through a cap or head 28 in which it is guided. A spring 29 surrounding this stem between the valve and the cap 28 tends to close the valve. The latter is opened to a greater or less'extentlby a piston 30 reciprocating in a pressure cylinder 31 formed in the lower portion of the casing 22. The stem 32 of this piston is connected by a yoke 33 with the stem of the valve 27 so that the latter is moved in unison with the piston. `311 indicates a spring interposed between the piston and the head or plug 35 which closes the front end of said cylinder. This spring resists the forward movement of thepiston. The pressure cylinder 31 is connected with the working ends of the compression chamber of the engine cylinder 17 by suitable conduits, so that the pressure in said chamber acts upon the piston 30 which thereby responds to the varying load of the Yengine and in turn opens the regulating k'ralve correspondingly, thus regulating the force of' the blast through the atoniizing nozzle l5 and the amount of fuel delivered by the atomizer. In the construction shown in the drawings, a foin-cylinder engine is shown and each cylinder is provided in its top with the usual valved priming` cup 3G. The pipes leading from these cups into the cylinder are provided with lateral connections 37 containing suitable check valves 38, and from these valves-extend air pipes or manifolds 39 which in turn are vconnected with the pressure cylinder Slby pipes 4() and 41.

Located'in the mixture outlet 42 of the carbureter is the customarythrottle valve 43. With this valve is preferably combined an auxiliary fuel'supply passage 44 connected by a pipe :with the gasolene float chamber l. .This passage 44 forms an idler jet which is practically inactive in the normal open position of the throttle valve when the engine is running on kerosene or other low grade fuel. .l/Vhen, however, the throttle is nearly closed, as shown in Fig. 2, the increased air velocity draws a sufficient quantity of fuel through said passage to prevent stalling of the engine which is liable to occur when the kerosene supply is throttled comparatively low.

As shown in Fig. 4, the pressure cylinder 31l is provided at its rear end with an exhaust passage 46 having a suitable regulating valve 47. Y

Inthe use of the apparatus, the proper fuel level is maintained in the wellY 6 in the customary manner. Upon starting the engine, the air pump 1S supplies compressed air to the atomizer ofthe carbureter, drawing the fuel from the nozzle l1 and producing the explosive gas, as hereinbefore described. As the pressure cylinder' 3l of the regulator 22 is connected with the working ends of' the engine cylinders 17, the piston in said pressure cylinder isadvanced more orless against the resistance of the springs 29 and 34, opening the regulating valve 27 accordingly and deliveringa more or less powerful air blast through the nozzle l5, with the result that a correspondingly lean Vor rich explosive mixture is produced. As the pressure in the working ends of the cylinders varies with the engine load, the fuel supply to the carbureter is thus automatically regulated or governed by it, the mixture` being richest and Inost powerful, for'example, in starting an automobile equipped with this apparatus or in climbing av hill, and becoming leaner as the car gathers speed or runs, at medium or high speed upon a level road. As the air blast delivered by the atomizing nozzle grows stronger under increased loads, it has sufcient powerto thoroughly break up the increased fuel charges, thereby producing a Y practically perfect mixture and complete combustion under all conditions,avoiding waste of fuel and efi'ectino' a correspoiuling economy in the consumption of gas. 'l his results not only in an important saving, but

enables the car to be promptly started, be-l cause the engine at that time is under heavy load and automatically produces the necessary rich and powerful gas mixture for that purpose.

The resistance of the springs 29, 34 is properly regulated to obtain these results, the plugs 28 and 35 having screw threaded connection with the casing 22 for this purpose, or being made adjustable by other suitable means.

In coasting or running down hill, the load is nearly removed from the engine and the air pressure is comparatively low. Very little fuel is therefore drawn through thc nozzle and no waste occurs, :1s in ordinary carbureters which draw an excessive quantity under the same conditions, not only wasting it but also producinga disagreeable noise in the inuler.

Owing to this automatic governing of the atomizer by the engine load, the needle valve 13 when once adjusted, ordinarily requires no further regulation.

Although the several cylinders of the engine successively deliver compressed air to the controlling piston 30 of the pressure reg ulating valve 27, the pressure upon the piston is practically continuous.

It will be observed that the air pressure delivered to the atomizer is drawn from a source other than the engine cylinders, with the result that the air is comparatively clean and not liable to clog the passages of the carburetei' o1.' the conduit between the source of pressure and the carbuieter.

The carbureter and other parts of the apparatus iii-ay be modiied within the scope of the appended claims, and I do not therefore wish to be limited to the particular construction herein shown and described.

I claim as my invention:

l. In a carbureting apparatus, the combination of an internal combustion engine, a carbureter having a fuel atomizcr, a source of air pressure, a conduit connecting said atomizer with said pressuresource, a regulating valve in said conduit, and actuating means for said valve governed by the varying pressure in the working ends of the engine-cylinders.

2. In a ca-rbureting apparatus, the combination of an internal combustion engine, a carbu-reter having a fuel atomizer. a source of air pressure, a conduit connecting said atomizer with said pressure-source, a regu lating valve in said conduit, a pressure cylinder connected with the working ends of the engine cylinders, and a piston in said pressure `Cylinder responsive to the varying pressure in the engine-cylinders and controlling sai-d regulating valve.

3. In a carbureting apparatus, the combination of an internal combustion engine, a carbureter having afuel atoinizer, a` source of air pressure, a conduit connecting said atomiZe-r With said pressure-source, a regulating valve in said conduit, opening,` means for said Valve controlled by the Varying` pressure in the Working ends of the engine cylinders, and a springtending'- to close said valve.

4. In a carbureting` apparatus, the combination of an internal combustion engine, a carbureterhaving; a fuel atoniizer, a source of air pressure, a regulator comprising' a casing' containing.,r a. valve chamber and a pressure cylinder, said valve chamber being' connected With said pressure source and having an outlet connected with said atoinizer, a valve in said valve chamber controlling' the passage of air to said atoinizer, a piston in said pressure cylinder controlling' said Valve, and a conduit connecting' said pressure cylinder with the Working ends of the engine cylinders.

5. In a carburetingapparatus, the combination of an internal combustion engine, a carbureter having; a fuel atomizer, a source of air pressure, a regulator comprising a casing' containing' a valve chamber and a pressure cylinder, said Valve charnlber being connected with said pressure source and havinnl an outlet connected With said atoinizer, a valve in said Valve chamber controlling the passa-ge o air to said atoinizer, a piston in said pressure cylinder, a yoke operatively connecting said valve and piston, a spring tending; to close said valve, and a conduit connecting said pressure cylinder with the working' ends or' the engine cylinders.l

G. In a carbureting' apparatus, the combination with an internal combustion engine, of a carbureter comprising' a chamber having; a fuel atomizer, a throttle-Valve and an auxiliary fuel passage controlled by said valve, separate float chambers for supplyingdifferent grades of fuel to the atoinizer, a source of pressure, a conduit connecting said atomizer with said pressure source, regulating' means in said conduit governed by the varying' load of said engine, and a conduit connecting saidn auxiliary fuel passage with one of said float-chambers.

JOHN G. VVILLET. 

